Automobile carrier



Oct. 16, 1956 R. C. RISNER AUTOMOBILE CARRIER 5 Sheets-Sheet l lNvENToR .R. C RISNER ATTORNEY Oct. 16, 1956 R. c. RlsNER AUTOMOBILE CARRIER 5 sheets-sheet s Filed July 19, 1954 INVENTOR R`.c. RISNER ATTORNEY Oct. 16, 1956 Filed July 19, -1954 FIG. 4

R. c. RisNx-:R 2,766,898

AUTOMOBILE: CARRIER 5 Sheets-Sheet 4 'n.Q. mama Oct. 16, 1956 R. c. RlsNER AUTOMOBILE CARRIER 5 Shets-Sheet 5 Filed July 19, 1954 FlGpG FIG. 8.

INVENTOR ROBERT C. RISNER BY a WW ATTORNEY United States Patent() AUTOMOBILE #CARRIER Robert C. Risner, Baltimore, Md. Application July 19, 1954, Serial No. 444,064

2 Claims. (Cl. 214-85) My invention consists in ka new and useful Vimprovement in automobile carriers and is designed to provide a trailer to be towed by a tractor coupled thereto. The particularly novel and valuably useful 'feature of Amy invention is the lprovision of considerably increased carrying capacity of Vthe trailer. Moreover, this increase is aorded without materially increasing the dimensions of the trailer. While the carrier trailers now in use have a carrying'capacity limited to four automobiles, two pairs stacked on two trackways, my improved trailer 4has the carrying capacity Yof -iive automobiles. This 25% increase is secured by the novel structure `and combination of the `several elements of my trailer whereby a lower, and intermediate, and upper trackway are provided.

While I illustrate in the drawings and hereinafter fully describe one speciiic embodiment of my invention, it is to be distinctly understood that I do not consider my invention to be limited to said specic embodiment vbut refer for its scope to the claims appended hereto.

In the drawings:

Fig. l is a side elevation of my improved trailer fully loaded with live cars, the tractor for the trailer and the loaded cars being shown in broken lines.

Fig. 2 is a fragmentary Vside elevation of the trailer when it is conditioned for loading the third and -fourth cars on the intermediate trackway.

Fig. 3 is a view similar to Fig. 2 showing the trailer when it is conditioned for loading the iifth car on the upper trackway.

Fig. 4 is a top plan of the trailer when it is conditioned as shown in Fig. 3.

Fig. 5 is a vertical section on the line 5-5 of Fig. 4, in the direction of the arrows.

Fig. Y6 is a vertical section on the line 6--6 of Fig. 4, in the direction of the arrows.

Fig. 7 is a fragmentary, enlarged perspective of the coupling means for one of the movable tracks and the intermediate trackway shown in Fig. 2.

Fig. 8 is an enlarged fragmentary top plan of the rear gate and one of the supports therefor, the parts being separated.

Fig. 9 is a vertical section on the line 9 9 of Fig. 8, the parts being united.

As shown in the drawings, my improved trailer has a base comprising longitudinal, side beams 1 and 2 (Figs. l and 5) and transverse beams 3, of ordinary U-shaped angle irons, supported at its rear by ground wheels 4 and at its front by the usual coupling with the tractor T. It will be noted (Figs. l and 5) that the beams 1 and 2 are so coniigured that the trailer is underslung between the coupling and wheels 4. Suitably mounted on the beams 1, 2 and 3 there is a lower trackway 5 (Fig. 5). Suitably mounted on the beams 1 and 2 there are two series of pillars 6, 7, 8 and 6', 7', 8', respectively. Longitudinal, strengthening ribs 9, 10 and 9', 10' are provided for the pillars. Suitably mounted on the base above the rear wheels 4 are the side walls 11 and 12. Suitably mounted on the pillars 6, 7, 8 and 6', 7', 8' there is an 2,766,898 Patented Oct. 16, 1956 intermediate trackway l13 Shaving upstanding lateral anges 14 and 1'5. It will be noted that the trackway 13 (Fig. 4) extends rearwardly only slightly beyond the pillars 8 and 8' and that the flanges V-14 and 15 extend rearwardly to the rear edges of the walls V11 and 1-2 to which they are attached. The trackway 13 has a fransverse, upwardly turned ange 16 at its front end land depressions 13-a and 13b the function of which will be presently explained. The 'trackway 13 has a hatch 13-c between 'the depression 'I3-a and 1.3-b. A .pair of arcuate ramps 17 are so hingedly mounted on the ktrackway 13, on the sides of the hatch 13-c, respectively, as to be adapted to be disposed alternatively on 'the trackway '13 and in the hatch 13-c, as 'shown in solid lines 'and dotted lines in Figs. 2 and 6. The ramps 17 are provided with suitable depressions 17-a and side flanges 17-b. It is obvious that the ramps 17 can be made ilexible and suitable shims can be provided to adjust the height of the tops ofthe ramps 17 above the trackway 13. Struts 19 connect the upper ends of the pillars 8 and 8' with the walls 11 and 12. 'Suitably hinged on the upper end of one of the struts 19 there is a swingable bridge v20 (Fig. '2) having on its free Vend a keeper 2li-zz co-acting with a pair of keepers '19-a on the other strut 19 for a locking pin 20-b for holding the bridge 20 in closed position (Fig. 4). It is obvious that any suitable means may be provided for fastening the pin Z-b in the keepers 19-a and Ztl-a. The bridge 26 has depressions 2li-c, two pairs of up-standing pins 2li-d and holes 2li-e.

Suitably mounted on the inner face at the rear end of each of the side walls 11 and 12 .there is a support 21 for the rear gate 22 (Figs. 4 5, 8 and 9). Each support 21 has on its upper end an upstanding pin 21-a and a hook 21-b. The gate 22 has a pair of holes 22-a to receive the pins 21-a and a pair of slots 22-b to receive the hooks 2l-b. The gate 22 has an upstanding flange 22-c on its rear edge provided with a pair of slots 22-d. A pair of removable tracks 23 are adapted to be alternatively mounted between the gate 22 and the rear end of lthe intermediate trackway 13 (Figs. 2 and 7), and the rear gate 22 and the bridge 20 (Figs. 3, 4 and 5). When the tracks 23 are disposed in the latter position, viz. connecting the bridge 20 and the gate 22, they comprise an upper trackway to receive thereon the fifth loaded car (Fig. l). Each track 23 has .a longitudinal upstanding ilange 23-a, a rearwardly extending tongue 23-b having a pair of holes 23-c, and has at its front end a bifurcated portion 23-d providing a throat 23-e and having a depending pin 2li-f on one tine (Fig. 7). The rear end of vthe trackw-ay 13 has on each of its sides a socket 23-g to receive one of the pins 23-1, and a keeper 2.3-'h to receive one of the rines of the bifurcated portion 23-d. Each track 23 has a pair of holes 23-1' adjacent the throat 23-e to receive therein the up-standing pins 2li-d on the bridge 20 when the tracks 23 are disposed to connect the gate 22 and the bridge 20 (Fig. 4). A pair of removable tracks 24 are adapted to be alternatively mounted on the rear end of the lower trackway 5 (Fig. 3) and the rear ends of the removable tracks 23 when the tracks 23 are connecting the gate 22 either with the intermediate trackway 13 (Fig. 2) or the bridge 20 (Fig. 3). It is obvious (Figs. 2 and 3) that the tracks 24 serve as means for moving the automobiles from the ground to the several trackways. Each track 24 has a longitudinal up-standing flange 24-a and at its forward end a pair of depending pins 24-b which are received in holes 23-c of the tongues 23-b of the tracks 23, and in holes S-a (Fig. 9) in the rear end of the trackway 5.

Having described the details of construction of my improved trailer, l will now describe their use and operation.

. forward of the rear end of the trailer.

4that car V is placed on the upper trackway formed'by the bridgeV 20 andthe tracks 23 inthe position shown in Fig.l 3. It will bey noted that only car IV isheaded forwardly, the other four carsl being headed rearwardly *f `in the trailer.

Thispeculiar disposition of the five cars produces a very desirable distribution of weight on the trailer. Since it is obvious that'the greater weight of each car,

provided by its engine, is forward, the peculiar dispo- Vsition of the fiveV cars provides that the heavier portionsV of cars 1, III and IV are placed amidshipand away from the tractor coupling, and that the heavier portions of the cars II and V are placed aft above the 'ground wheels 4. I t

To load cars IVand IL the'bridgeV 20 is opened, gate 22 land tracks 23 are removed, and tracks 24 are vconnected with the trackway 5 (Fig. 3). Cars I and II are backed up tracks 24 and into position on trackway S.V It is to be understood that suitable depressions may be provided in the trackway 5 to receive the car wheels, and that if desired adjustable guide rails on the trackway 5 may be provided.

To load cars III and IV, the tracks 24 are removed,

gate 22 is mounted on its supports 21 (Fig. 9), tracks 23 its rear wheels against the flange 16 and its front wheels Y in the depressions 13-a of the trackway 13. VRamps 17 are then swung upwardly to position on trackway 13 and car IV is driven forwardly up tracks 24 and 23 into its ing'in depressions20-c of the bridge 20 and its front wheels resting in depressions which may be provided in the tracks 23. The tracks 24 are then removed and stowed in any suitable place in the trailer for subsequent use in unloading, and theV loaded trailer is ready to roll.

It is to be understood .that when each of the cars is placed in its properposition in the trailer, it is fastened therein by the lconventional chainlocking means.

It will be noted (Fig. l) that when cars I and II are loaded they are so disposed Vrelative pillars 7, 8 and 7', S that free access to theirV frontcdoors is afforded which is a very valuable feature facilitating loading and unloading. i

It is obvious that the cars are unloaded from the trailer l. In a single trailer, adapted to be towed, for carrying automobiles, the combination of'a base; a trackway on said base; a pair ofV upstanding walls on said base; a plurality of pillars extending upwardly from said base; a second trackway mounted on said pillars; a pair Vof struts connecting said walls and a pair of said pillars; aswingable bridge removably mounted on said struts; a gate removably mounted on said walls; a pair of removable tracks adapted toV be mounted alternatively to connect said gate and said second trackway, and to connect said gate and saidebridge'to form a third trackway; and a second pair of tracks adapted to be mounted to extend from the ground uponlwhich the trailer stands, alterr- Y natively to said first trackway and to saidvrst mentioned pair of tracks.

2. An automobile carrier comprising a single trailer adapted to be towed andhaving a lower trackway for loading two automobiles in the lower part of the carrier, an intermediate lixed trackway for loading two autof mobiles above said rst two automobiles,rarremovable trackway forV loading a fifth automobile above*` one of position, its front'wheels resting in depressions 17-a of ramps 17 and its rear wheels in depressions 13-b of trackway 13. Y

It will be noted (Fig. 1) that when car IV is loaded, in its assigned place, with its rear wheels in depressions 13-b, the rear end of car IV Vis spaced considerably It is obvious therefore that ifY it be desired to load my trailer with three automobiles and a truck or bus, this can be done by removing the bridge 20'and leaving the tracks 23 as said first two automobiles and one of said secondV two automobiles, and a pair of removable members adapted to provide a trackway from the ground upon which stands the carrier to one of said lower, intermediate and upper 

